US20160167635A1 - Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission - Google Patents
Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission Download PDFInfo
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- US20160167635A1 US20160167635A1 US14/570,329 US201414570329A US2016167635A1 US 20160167635 A1 US20160167635 A1 US 20160167635A1 US 201414570329 A US201414570329 A US 201414570329A US 2016167635 A1 US2016167635 A1 US 2016167635A1
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- Prior art keywords
- park
- solenoid
- fluid communication
- control system
- valve
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H59/12—Range selector apparatus comprising push button devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
- F16H2061/026—On-off solenoid valve
Definitions
- the invention relates to a hydraulic control system for an automatic transmission, and more particularly to an electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission.
- a typical automatic transmission includes a hydraulic control system that is employed to provide cooling and lubrication to components within the transmission and to actuate a plurality of torque transmitting devices. These torque transmitting devices may be, for example, friction clutches and brakes arranged with gear sets or in a torque converter.
- the conventional hydraulic control system typically includes a main pump that provides a pressurized fluid, such as oil, to a plurality of valves and solenoids within a valve body. The main pump is driven by the engine of the motor vehicle.
- valves and solenoids are operable to direct the pressurized hydraulic fluid through a hydraulic fluid circuit to various subsystems including lubrication subsystems, cooler subsystems, torque converter clutch control subsystems, and shift actuator subsystems that include actuators that engage the torque transmitting devices.
- the pressurized hydraulic fluid delivered to the shift actuators is used to engage or disengage the torque transmitting devices in order to obtain different gear ratios.
- the transmission generally operates in a plurality of modes of operation including out-of-Park driving modes and a Park mode.
- the out-of-Park driving modes generally include the forward gear or speed ratios (i.e. a Drive mode), at least one reverse gear or speed ratio (i.e. a Reverse mode), and a Neutral mode.
- Selection of the various driving modes is typically accomplished by engaging a shift lever or other driver interface device that is connected by a shifting cable or other mechanical connection to the transmission.
- the selection of a driving mode may be controlled by an electronic transmission range selection (ETRS) system, also known as a “shift by wire” system.
- ETRS electronic transmission range selection
- selection of the driving modes is accomplished through electronic signals communicated between the driver interface device and the transmission.
- the ETRS system reduces mechanical components, increases instrument panel space, enhances styling options, and eliminates the possibility of shifting cable misalignment with transmission range selection levers.
- ETRS subsystems While previous ETRS subsystems are useful for their intended purpose, the need for new and improved hydraulic control system configurations within transmissions which exhibit improved performance, especially from the standpoints of efficiency, responsiveness and smoothness, is essentially constant. These control systems must also meet specific safety requirements for new transmission and vehicle designs during particular failure modes of operation. Accordingly, there is a need for an improved, cost-effective ETRS subsystem within a hydraulic control system for use in a hydraulically actuated automatic transmission.
- a hydraulic control system for a transmission includes a source of pressurized hydraulic fluid, a park servo connected to a park mechanism, the park servo having a park side, an out-of-park side, and a biasing member disposed on the park side.
- a first valve assembly includes a first inlet port in fluid communication with the source of pressurized hydraulic fluid, a first outlet port, and a first valve for selectively allowing fluid communication between the first inlet port and the first outlet port.
- a second valve assembly includes a second inlet port in direct fluid communication downstream of the first valve assembly, a second outlet port in direct fluid communication with the out-of-park side of the park servo, and a second valve moveable between an out-of-park position and a park position. The second valve allows fluid communication from the second inlet port to the second outlet port when in the out-of-park position and prohibits fluid communication from the second inlet port to the second outlet port when in the park position.
- a first solenoid is in selective fluid communication with the first valve assembly to selectively move the first valve
- a second solenoid is in selective fluid communication with the second valve assembly to selectively move the second valve to the out-of-park position.
- the first solenoid and the second solenoid are normally low.
- the first solenoid and the second solenoid are normally high.
- a park inhibit solenoid selectively mechanically engages the park servo.
- a transmission control module is in electronic communication with the first and second solenoids.
- the park inhibit solenoid is in electronic communication with a control module, such as an engine control module, body control module, brake control module, or a dedicated park inhibit solenoid module.
- a control module such as an engine control module, body control module, brake control module, or a dedicated park inhibit solenoid module.
- the second valve assembly further includes a third inlet port in fluid communication with the first outlet port of the first valve assembly and a third outlet port in fluid communication with the park side of the park servo, wherein the second valve prohibits fluid communication between the third inlet port and the third outlet port when in the out-of-park position and allows fluid communication between the third inlet port and the third outlet port when in the park position.
- a third solenoid and a first check valve are disposed between the third solenoid, the second solenoid, and the second valve assembly.
- FIG. 1 is a is a schematic diagram of an exemplary powertrain in a motor vehicle
- FIG. 2 is a diagram of a portion of a hydraulic control system according to the principles of the present invention.
- FIG. 3 is a diagram of another example of a portion of a hydraulic control system according to the principles of the present invention.
- FIG. 4 is a diagram of yet another example of a portion of a hydraulic control system according to the principles of the present invention.
- FIG. 5 is a diagram of yet another example of a portion of a hydraulic control system according to the principles of the present invention.
- a motor vehicle is shown and generally indicated by reference number 5 .
- the motor vehicle 5 is illustrated as a passenger car, but it should be appreciated that the motor vehicle 5 may be any type of vehicle, such as a truck, van, sport-utility vehicle, etc.
- the motor vehicle 5 includes an exemplary powertrain 10 . It should be appreciated at the outset that while a rear-wheel drive powertrain has been illustrated, the motor vehicle 5 may have a front-wheel drive powertrain without departing from the scope of the present invention.
- the powertrain 10 generally includes an engine 12 interconnected with a transmission 14 .
- the engine 12 may be a conventional internal combustion engine or an electric engine, hybrid engine, or any other type of prime mover, without departing from the scope of the present disclosure.
- the engine 12 supplies a driving torque to the transmission 14 through a flexplate 15 or other connecting device that is connected to a starting device 16 .
- the starter device 16 may be a hydrodynamic device, such as a fluid coupling or torque converter, a wet dual clutch, or an electric motor. It should be appreciated that any starting device between the engine 12 and the transmission 14 may be employed including a dry launch clutch.
- the transmission 14 has a typically cast, metal housing 18 which encloses and protects the various components of the transmission 14 .
- the housing 18 includes a variety of apertures, passageways, shoulders and flanges which position and support these components.
- the transmission 14 includes a transmission input shaft 20 and a transmission output shaft 22 . Disposed between the transmission input shaft 20 and the transmission output shaft 22 is a gear and clutch arrangement 24 .
- the transmission input shaft 20 is functionally interconnected with the engine 12 via the starting device 16 and receives input torque or power from the engine 12 .
- the transmission input shaft 20 may be a turbine shaft in the case where the starting device 16 is a hydrodynamic device, dual input shafts where the starting device 16 is dual clutch, or a drive shaft where the starting device 16 is an electric motor.
- the transmission output shaft 22 is preferably connected with a final drive unit 26 which includes, for example, propshaft 28 , differential assembly 30 , and drive axles 32 connected to wheels 33 .
- the transmission input shaft 20 is coupled to and provides drive torque to the gear and clutch arrangement 24 .
- the gear and clutch arrangement 24 includes a plurality of gear sets, a plurality of clutches and/or brakes, and a plurality of shafts.
- the plurality of gear sets may include individual intermeshing gears, such as planetary gear sets, that are connected to or selectively connectable to the plurality of shafts through the selective actuation of the plurality of clutches/brakes.
- the plurality of shafts may include layshafts or countershafts, sleeve and center shafts, reverse or idle shafts, or combinations thereof.
- the clutches/brakes are selectively engageable to initiate at least one of a plurality of gear or speed ratios by selectively coupling individual gears within the plurality of gear sets to the plurality of shafts. It should be appreciated that the specific arrangement and number of the gear sets, clutches/brakes 34 , and shafts within the transmission 14 may vary without departing from the scope of the present disclosure.
- the motor vehicle 5 further includes various control modules used to electrically control the operation of the motor vehicle 5 .
- the motor vehicle 5 includes a transmission control module 36 that controls the transmission 14 through a hydraulic control system 100 , an engine control module 38 which controls the operation of the engine 12 , an electronic brake control module 40 that controls brake systems in the motor vehicle 5 , and a body control module 42 that controls traction control in the motor vehicle 5 .
- the motor vehicle also includes a park inhibit solenoid assembly (PISA) module 44 that controls operation of a park inhibit solenoid assembly, as will be described below.
- PISA park inhibit solenoid assembly
- Each of the modules 36 , 38 , 40 , 42 , 44 are electronic control devices having a preprogrammed digital computer or processor, control logic or circuits, memory used to store data, and at least one I/O peripheral.
- the control logic includes or enables a plurality of logic routines for monitoring, manipulating, and generating data and control signals. Controls signals are communicated through a bus network 44 to each of the modules 36 , 38 , 40 , 42 , 44 and to various components within the motor vehicle 5 including the engine 12 and transmission 14 .
- the modules 36 , 38 , 40 , 42 , 44 are separate and distinct components of the motor vehicle 5 with specific drivers and hardware that perform specific, non-generalized operations.
- the transmission control module 36 transmits control signals to the hydraulic control system 100 to initiate various modes of operation.
- the hydraulic control system 100 is disposed within a valve body 101 that contains and houses via fluid paths and valve bores most of the components of the hydraulic control system 100 . These components include, but are not limited to, pressure regulation valves, directional valves, solenoids, etc.
- the valve body 101 may be attached to a bottom of the transmission housing 18 in rear-wheel drive transmissions or attached to a front of the transmission housing 18 in front-wheel drive transmissions.
- the hydraulic control system 100 is operable to selectively engage the clutches/brakes 34 and to provide cooling and lubrication to the transmission 14 by selectively communicating a hydraulic fluid from a sump 102 under pressure from either an engine driven pump 104 or an accumulator (not shown).
- the pump 104 may be driven by the engine 12 or by an auxiliary engine or electric motor.
- the hydraulic control system 100 generally includes a plurality of interconnected or hydraulically communicating subsystems including a pressure regulator subsystem 106 , an actuator feed subsystem 108 , and an electronic transmission range selection (ETRS) control subsystem 110 .
- the hydraulic control system 100 may also include various other subsystems or modules, such as a clutch control subsystem, a lubrication subsystem, a torque converter clutch subsystem, and/or a cooling subsystem, without departing from the scope of the present invention.
- the pressure regulator subsystem 106 is operable to provide and regulate pressurized hydraulic fluid, such as transmission oil, throughout the hydraulic control system 100 .
- the pressure regulator subsystem 106 draws hydraulic fluid from the sump 102 .
- the sump 102 is a tank or reservoir preferably disposed at the bottom of the transmission housing 18 to which the hydraulic fluid returns and collects from various components and regions of the transmission.
- the hydraulic fluid is forced from the sump 102 and communicated throughout the hydraulic control system 100 via the pump 104 .
- the pump 104 may be, for example, a gear pump, a vane pump, a gerotor pump, or any other positive displacement pump.
- the pressure regulator subsystem 106 may also include an alternate source of hydraulic fluid that includes an auxiliary pump (not shown) preferably driven by an electric engine, battery, or other prime mover (not shown), or an accumulator.
- the hydraulic fluid from the pump 104 is controlled by a pressure regulator valve 112 .
- the pressure regulator valve 112 regulates the pressure of the hydraulic fluid from the pump 104 and feeds pressurized hydraulic fluid at line pressure to a main supply line 114 .
- the main supply line 114 may include other branches and feed other subsystems, including the actuator feed subsystem 108 , without departing from the scope of the present invention.
- the pressure regulator subsystem 106 may also include various other valves and solenoids without departing from the scope of the present invention.
- the actuator feed subsystem 106 provides pressurized hydraulic fluid to the various solenoids or actuators throughout the hydraulic control system 100 .
- the actuator feed subsystem 106 includes a valve 115 for regulating pressurized hydraulic fluid from the pressure regulator subsystem 106 .
- the ETRS control subsystem 110 converts electronic input for a requested range selection (Drive, Reverse, Park) into hydraulic and mechanical commands.
- the hydraulic commands use line pressure hydraulic fluid from the pressure regulator subsystem 106 via main supply line 114 to supply hydraulic fluid to a park servo mechanism 116 .
- the mechanical commands include engaging and disengaging a park mechanism 117 .
- the park mechanism 117 may be a conventional park mechanism that limits rotation of the transmission output shaft 22 or any other type of vehicle motion arresting system.
- the ETRS control subsystem 110 includes an enablement valve assembly 118 , a control valve assembly 120 , a first control device 122 , a second control device 124 , and a park inhibit solenoid assembly 126 .
- the enablement valve assembly 118 includes ports 118 A-D, numbered consecutively from left to right in FIG. 2 .
- Port 118 A is connected to (in communication with) the first control device 122 via a fluid line 130 .
- Port 118 B is an exhaust port that communicates with the sump 102 or an exhaust backfill circuit (not shown).
- Port 118 C is connected to the control valve assembly 120 via a control valve feed line 132 .
- Port 118 D is connected to the main supply line 114 .
- the enablement valve assembly 118 further includes a spool 140 slidably disposed within a bore 142 formed in the valve body 101 .
- the spool 140 is moveable between a disable position (shown in FIG. 2 ) and an enable position (where the spool 140 is moved to the right in FIG. 2 ).
- a biasing member 144 such as a coiled spring, biases the spool 140 to the disable position.
- fluid port 118 C exhausts through exhaust port 118 B and fluid port 118 D is closed by the spool 140 .
- fluid port 118 D communicates with fluid port 118 C and fluid port 118 B is closed by the spool 140 .
- the control valve assembly 120 includes ports 120 A-F, numbered consecutively from left to right in FIG. 2 .
- Port 120 A is connected to (in communication with) the second control device 124 via a fluid line 146 .
- Port 120 B is connected to the enablement valve assembly 118 via a first branch 132 A of the control valve feed line 132 .
- Port 120 C is connected to the park servo 116 via a park feed line 148 .
- Port 120 D is an exhaust port that communicates with the sump 102 or an exhaust backfill circuit (not shown).
- Port 120 E is connected to the park servo 116 via an out-of-park feed line 150 .
- Port 120 F is connected to the enablement valve assembly 118 via the control valve feed line 132 .
- the control valve assembly 120 further includes a main spool 152 slidably disposed within a bore 154 formed in the valve body 101 .
- the main spool 152 is moveable between a park position (shown in FIG. 2 ) and an out-of-park position (where the main spool 152 is moved to the right in FIG. 2 ).
- a biasing member 156 such as a coiled spring, biases the main spool 152 to the park position.
- fluid port 120 E exhausts through exhaust port 120 D
- fluid port 120 F is closed by the main spool 152
- fluid port 120 B communicates with fluid port 120 C.
- fluid port 120 E communicates with fluid port 120 F
- fluid port 120 B is closed by the main spool 152
- fluid port 120 C exhausts through exhaust port 120 D.
- a spool valve position sensor 159 is disposed proximate the main spool 152 and is operable to detect the position of the main spool 152 .
- the spool valve position sensor 159 is illustrated as a hall-effect sensor having a sensor connected to the valve body 101 and a magnet connected to the main spool 152 , though it should be appreciated that other types of sensors may be used without departing from the scope of the present invention.
- the spool valve position sensor 159 communicates with the transmission control module 36 and is used in diagnostics.
- the park servo assembly 116 includes ports 116 A and 116 B each located on either side of a piston 160 .
- Port 116 A communicates with the out-of-park fluid line 150 .
- Port 116 B communicates with the park fluid line 148 .
- the piston 160 is mechanically coupled to the park system 117 .
- the piston 160 is moveable between a park position (where the piston 160 is moved to the right in FIG. 2 ) and an out-of-park position (shown in FIG. 2 ).
- a biasing member 162 such as a spring, biases the piston 160 to the park position. In the park position, the piston 160 engages the park assembly 117 placing the motor vehicle 5 in a park mode of operation where the transmission output shaft 22 is mechanically locked from rotation.
- Hydraulic fluid supplied to fluid port 116 A moves the piston 160 against the force of the biasing member 162 to move the piston 160 to the out-of-park position. Hydraulic fluid is supplied to the fluid port 116 B to move the piston 160 to the park position.
- a park servo position sensor 163 is disposed proximate a stem 165 attached to the piston 160 and is operable to detect the position of the main spool 152 .
- the park servo position sensor 163 is illustrated as a hall effect sensor having a sensor connected to the valve body 101 or other housing member and a magnet connected to the stem 165 , though it should be appreciated that other types of sensors may be used without departing from the scope of the present invention.
- the park servo position sensor 163 communicates with the transmission control module 36 and is used in diagnostics.
- the first control device 122 is supplied pressurized hydraulic fluid from the feed actuator subsystem 106 via an actuator feed line 164 .
- the first control device 122 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low solenoid that selectively allows hydraulic fluid flow from the actuator feed line 164 to the fluid line 130 .
- the first control device 122 is in electrical communication with the transmission control module 36 .
- the second control device 124 is supplied pressurized hydraulic fluid from the feed actuator subsystem 106 via the actuator feed line 164 .
- the second control device 124 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low (i.e., no current means low or zero pressure from the solenoid) solenoid that selectively allows hydraulic fluid flow from the actuator feed line 164 to the fluid line 146 .
- the second control device 124 is in electrical communication with the transmission control module 36 .
- the park inhibit solenoid 126 is connected to the park servo assembly 116 . When activated, the park inhibit solenoid 126 mechanically engages the piston 160 to keep the piston 160 in the out-of-park position. In one example of the present invention, the park inhibit solenoid 126 is in electrical communication with the transmission control module 36 .
- the transmission control module 36 commands the ETRS subsystem 110 to enter the out-of-park mode of operation from the park mode of operation upon receipt of an electrical signal from a range selector (not shown) in the motor vehicle 5 .
- the transmission control module 36 commands the first control device 122 and the second control device 124 to open. Hydraulic fluid communicates from the first control device 122 through fluid line 130 and port 118 A to contact an end of the spool 140 .
- the spool 140 moves to the enable position against the force of the biasing member 144 .
- Hydraulic fluid also communicates from the second control device 124 through fluid line 146 and port 120 A to contact an end of the main spool 152 .
- the main spool 152 moves to the out-of-park position against the force of the biasing member 156 .
- Hydraulic fluid then communicates from the main supply line 114 through ports 118 D and 118 C of the enablement valve assembly 118 , through the control valve feed line 132 , through ports 120 F and 120 E of the control valve assembly 120 , and through the out-of-park feed line 150 into the park servo assembly 116 via port 116 A.
- the hydraulic fluid contacts the piston 160 and moves the piston 160 against the force of the biasing member 162 to the out-of-park position.
- the park inhibit solenoid 126 is preferably then engaged to keep the piston 160 in the out-of-park position.
- Closing the second control device 124 moves the main spool 152 to the park position, and hydraulic fluid communicates from branch 132 A of the control valve feed line 132 through ports 120 B and 120 C to the park feed line 148 and into the park servo assembly 116 via port 116 B.
- the hydraulic fluid contacts the piston 160 and moves the piston 160 with the force of the biasing member 162 to the out-of-park position when the park inhibit solenoid 126 is disengaged from the piston 160 .
- FIG. 3 another example of a hydraulic control system is illustrated having an ETRS subsystem 210 .
- the ETRS subsystem 210 has similar components as the ETRS subsystem 110 shown in FIG. 2 and therefore like components are indicated by like reference numbers.
- the first branch 132 A of the control valve feed line 132 is removed and port 120 B of the control valve assembly 120 is an exhaust port. Therefore, the park servo assembly 116 does not receive a park oil or hydraulic fluid feed from the control valve assembly 120 . Instead the piston 160 moves to the park position under the force of the biasing member 162 only.
- the park inhibit solenoid 126 is electrically controlled by a controller other than the transmission control module 36 .
- the park inhibit solenoid 126 may be electrically controlled by the engine control module 38 , the electronic brake control module 40 , the body control module 42 , or the dedicated park inhibit solenoid module 44 .
- the park inhibit solenoid 126 is electrically controlled by the transmission control module 36 and the first and second control devices 122 , 124 are each normally high solenoids (i.e., no current means high or maximum pressure from the solenoid). Therefore, in the event of a failure of the transmission control module 36 , the control devices 122 , 124 remain open and the ETRS subsystem 210 remains in the out-of-park mode. To return to park, the pump 104 may be shut off, thus allowing the biasing member 162 to move the piston 160 to engage park.
- FIG. 4 another example of a hydraulic control system is illustrated having an ETRS subsystem 310 .
- the ETRS subsystem 310 has similar components as the ETRS subsystem 110 shown in FIG. 2 and therefore like components are indicated by like reference numbers.
- the ETRS subsystem 310 includes a third control device 312 connected to the fluid line 146 through a ball check valve 314 .
- the third control device 312 is supplied pressurized hydraulic fluid from the feed actuator subsystem 106 via the actuator feed line 164 .
- the third control device 312 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low solenoid that selectively allows hydraulic fluid flow from the actuator feed line 164 to a fluid line 316 .
- the third control device 312 is in electrical communication with the transmission control module 36 .
- the ball check valve 314 is disposed between the second and third control devices 124 , 312 and the control valve assembly 120 .
- the ball check valve 314 includes a first inlet 314 A, and second inlet 314 B, and an outlet 314 C.
- the ball check valve 314 allows fluid communication from whichever of the inlets 314 A, 314 B is providing the higher pressure to the outlet 314 C.
- the first inlet 314 A is connected to the third control device 312 via the fluid line 316 .
- the second inlet 314 B is connected to the second control device 124 via a fluid line 318 .
- the outlet 314 C is connected to the control valve assembly 116 via the fluid line 146 .
- the third control device 312 acts as a backup to the second control device 124 to move the control valve assembly 120 if the second control device 124 fails.
- the first and second control devices 122 , 124 are each normally high solenoids (i.e., no current means high or maximum pressure from the solenoid). Therefore, in the event of a failure of the transmission control module 36 , the control devices 122 , 124 remain open and the ETRS subsystem 310 remains in the out-of-park mode. To return to park, the pump 104 may be shut off, thus allowing the biasing member 162 to move the piston 160 to engage park.
- ETRS subsystem 410 has similar components as the ETRS subsystem 110 shown in FIG. 2 and therefore like components are indicated by like reference numbers.
- the ETRS subsystem 410 includes a first ball check valve 414 connected with a second ball check valve 416 .
- the second ball check valve 416 communicates with a clutch control subsystem 418 in the hydraulic control system 100 .
- the clutch control subsystem 418 includes a plurality of actuators and control devices for selectively engaging the plurality of clutches/brakes 34 .
- the clutch control subsystem 418 includes, at least, a first actuator 420 for actuating a first clutch or brake and a second actuator 422 for actuating a second clutch or brake.
- a first actuator solenoid 424 selectively communicates pressurized hydraulic fluid to the first actuator 420 through a fluid line 426 .
- a second actuator solenoid 428 selectively communicates pressurized hydraulic fluid to the second actuator 422 through a fluid line 430 .
- the first ball check valve 414 is disposed between the clutch control subsystem 418 and the second ball check valve 416 and the control valve assembly 120 .
- the ball check valve 414 includes a first inlet 414 A, and second inlet 414 B, and an outlet 414 C.
- the ball check valve 414 allows fluid communication from whichever of the inlets 414 A, 414 B is providing the higher pressure to the outlet 414 C.
- the first inlet 414 A is connected to the second ball check valve 416 via a fluid line 432 .
- the second inlet 414 B is connected to the second control device 124 via a fluid line 434 .
- the outlet 414 C is connected to the control valve assembly 116 via the fluid line 146 .
- the second ball check valve 416 is disposed between the clutch control subsystem 418 and the second ball check valve 416 and the control valve assembly 120 .
- the ball check valve 416 includes a first inlet 416 A, and second inlet 416 B, and an outlet 416 C.
- the ball check valve 416 allows fluid communication from whichever of the inlets 416 A, 416 B is providing the higher pressure to the outlet 416 C.
- the first inlet 416 A is connected to the first actuator solenoid 424 via the fluid line 426 .
- the second inlet 416 B is connected to the second actuator solenoid 428 via the fluid line 430 .
- the outlet 416 C is connected to the first ball check valve 414 via the fluid line 432 .
- the clutch actuator subsystem 418 acts as a backup to the second control device 124 to move the control valve assembly 120 if the second control device 124 fails.
- the park inhibit solenoid 126 is electrically controlled by a controller other than the transmission control module 36 .
- the park inhibit solenoid 126 may be electrically controlled by the engine control module 38 , the electronic brake control module 40 , the body control module 42 , or a dedicated park inhibit solenoid module 44 .
- the park inhibit solenoid 126 is electrically controlled by a controller other than the transmission control module 36 .
- the park inhibit solenoid 126 may be electrically controlled by the engine control module 38 , the electronic brake control module 40 , the body control module 42 , or the dedicated park inhibit solenoid module 44 .
- the park inhibit solenoid module 44 is powered by a separate, dedicated power source, such as a battery 440 .
- the park inhibit solenoid module 44 communicates with a vehicle speed sensor 442 (see FIG. 1 ).
- the vehicle speed sensor 442 may sense a speed of the transmission output shaft 22 , or wheel axles, or any other component indicative of a speed of the motor vehicle 5 .
- the park inhibit solenoid module 44 commands the solenoid assembly 126 to keep the piston 160 in the out-of-park mode when the sensed vehicle speed is not zero.
Abstract
Description
- The invention relates to a hydraulic control system for an automatic transmission, and more particularly to an electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission.
- A typical automatic transmission includes a hydraulic control system that is employed to provide cooling and lubrication to components within the transmission and to actuate a plurality of torque transmitting devices. These torque transmitting devices may be, for example, friction clutches and brakes arranged with gear sets or in a torque converter. The conventional hydraulic control system typically includes a main pump that provides a pressurized fluid, such as oil, to a plurality of valves and solenoids within a valve body. The main pump is driven by the engine of the motor vehicle. The valves and solenoids are operable to direct the pressurized hydraulic fluid through a hydraulic fluid circuit to various subsystems including lubrication subsystems, cooler subsystems, torque converter clutch control subsystems, and shift actuator subsystems that include actuators that engage the torque transmitting devices. The pressurized hydraulic fluid delivered to the shift actuators is used to engage or disengage the torque transmitting devices in order to obtain different gear ratios.
- The transmission generally operates in a plurality of modes of operation including out-of-Park driving modes and a Park mode. The out-of-Park driving modes generally include the forward gear or speed ratios (i.e. a Drive mode), at least one reverse gear or speed ratio (i.e. a Reverse mode), and a Neutral mode. Selection of the various driving modes is typically accomplished by engaging a shift lever or other driver interface device that is connected by a shifting cable or other mechanical connection to the transmission. Alternatively, the selection of a driving mode may be controlled by an electronic transmission range selection (ETRS) system, also known as a “shift by wire” system. In an ETRS system, selection of the driving modes is accomplished through electronic signals communicated between the driver interface device and the transmission. The ETRS system reduces mechanical components, increases instrument panel space, enhances styling options, and eliminates the possibility of shifting cable misalignment with transmission range selection levers.
- While previous ETRS subsystems are useful for their intended purpose, the need for new and improved hydraulic control system configurations within transmissions which exhibit improved performance, especially from the standpoints of efficiency, responsiveness and smoothness, is essentially constant. These control systems must also meet specific safety requirements for new transmission and vehicle designs during particular failure modes of operation. Accordingly, there is a need for an improved, cost-effective ETRS subsystem within a hydraulic control system for use in a hydraulically actuated automatic transmission.
- A hydraulic control system for a transmission includes a source of pressurized hydraulic fluid, a park servo connected to a park mechanism, the park servo having a park side, an out-of-park side, and a biasing member disposed on the park side. A first valve assembly includes a first inlet port in fluid communication with the source of pressurized hydraulic fluid, a first outlet port, and a first valve for selectively allowing fluid communication between the first inlet port and the first outlet port. A second valve assembly includes a second inlet port in direct fluid communication downstream of the first valve assembly, a second outlet port in direct fluid communication with the out-of-park side of the park servo, and a second valve moveable between an out-of-park position and a park position. The second valve allows fluid communication from the second inlet port to the second outlet port when in the out-of-park position and prohibits fluid communication from the second inlet port to the second outlet port when in the park position.
- In one aspect of the present invention, a first solenoid is in selective fluid communication with the first valve assembly to selectively move the first valve, and a second solenoid is in selective fluid communication with the second valve assembly to selectively move the second valve to the out-of-park position.
- In another aspect of the present invention, the first solenoid and the second solenoid are normally low.
- In another aspect of the present invention, the first solenoid and the second solenoid are normally high.
- In another aspect of the present invention, a park inhibit solenoid selectively mechanically engages the park servo.
- In another aspect of the present invention, a transmission control module is in electronic communication with the first and second solenoids.
- In another aspect of the present invention, the park inhibit solenoid is in electronic communication with a control module, such as an engine control module, body control module, brake control module, or a dedicated park inhibit solenoid module.
- In another aspect of the present invention, the second valve assembly further includes a third inlet port in fluid communication with the first outlet port of the first valve assembly and a third outlet port in fluid communication with the park side of the park servo, wherein the second valve prohibits fluid communication between the third inlet port and the third outlet port when in the out-of-park position and allows fluid communication between the third inlet port and the third outlet port when in the park position.
- In another aspect of the present invention, a third solenoid and a first check valve are disposed between the third solenoid, the second solenoid, and the second valve assembly.
- Further features, aspects and advantages of the present invention will become apparent by reference to the following description and appended drawings wherein like reference numbers refer to the same component, element or feature.
- The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.
-
FIG. 1 is a is a schematic diagram of an exemplary powertrain in a motor vehicle; -
FIG. 2 is a diagram of a portion of a hydraulic control system according to the principles of the present invention; -
FIG. 3 is a diagram of another example of a portion of a hydraulic control system according to the principles of the present invention; -
FIG. 4 is a diagram of yet another example of a portion of a hydraulic control system according to the principles of the present invention; and -
FIG. 5 is a diagram of yet another example of a portion of a hydraulic control system according to the principles of the present invention. - With reference to
FIG. 1 , a motor vehicle is shown and generally indicated byreference number 5. Themotor vehicle 5 is illustrated as a passenger car, but it should be appreciated that themotor vehicle 5 may be any type of vehicle, such as a truck, van, sport-utility vehicle, etc. Themotor vehicle 5 includes anexemplary powertrain 10. It should be appreciated at the outset that while a rear-wheel drive powertrain has been illustrated, themotor vehicle 5 may have a front-wheel drive powertrain without departing from the scope of the present invention. Thepowertrain 10 generally includes anengine 12 interconnected with atransmission 14. - The
engine 12 may be a conventional internal combustion engine or an electric engine, hybrid engine, or any other type of prime mover, without departing from the scope of the present disclosure. Theengine 12 supplies a driving torque to thetransmission 14 through aflexplate 15 or other connecting device that is connected to astarting device 16. Thestarter device 16 may be a hydrodynamic device, such as a fluid coupling or torque converter, a wet dual clutch, or an electric motor. It should be appreciated that any starting device between theengine 12 and thetransmission 14 may be employed including a dry launch clutch. - The
transmission 14 has a typically cast,metal housing 18 which encloses and protects the various components of thetransmission 14. Thehousing 18 includes a variety of apertures, passageways, shoulders and flanges which position and support these components. Generally speaking, thetransmission 14 includes a transmission input shaft 20 and atransmission output shaft 22. Disposed between the transmission input shaft 20 and thetransmission output shaft 22 is a gear andclutch arrangement 24. The transmission input shaft 20 is functionally interconnected with theengine 12 via thestarting device 16 and receives input torque or power from theengine 12. Accordingly, the transmission input shaft 20 may be a turbine shaft in the case where thestarting device 16 is a hydrodynamic device, dual input shafts where thestarting device 16 is dual clutch, or a drive shaft where thestarting device 16 is an electric motor. Thetransmission output shaft 22 is preferably connected with afinal drive unit 26 which includes, for example,propshaft 28,differential assembly 30, and driveaxles 32 connected towheels 33. The transmission input shaft 20 is coupled to and provides drive torque to the gear andclutch arrangement 24. - The gear and
clutch arrangement 24 includes a plurality of gear sets, a plurality of clutches and/or brakes, and a plurality of shafts. The plurality of gear sets may include individual intermeshing gears, such as planetary gear sets, that are connected to or selectively connectable to the plurality of shafts through the selective actuation of the plurality of clutches/brakes. The plurality of shafts may include layshafts or countershafts, sleeve and center shafts, reverse or idle shafts, or combinations thereof. The clutches/brakes, indicated schematically byreference number 34, are selectively engageable to initiate at least one of a plurality of gear or speed ratios by selectively coupling individual gears within the plurality of gear sets to the plurality of shafts. It should be appreciated that the specific arrangement and number of the gear sets, clutches/brakes 34, and shafts within thetransmission 14 may vary without departing from the scope of the present disclosure. - The
motor vehicle 5 further includes various control modules used to electrically control the operation of themotor vehicle 5. For example, themotor vehicle 5 includes a transmission control module 36 that controls thetransmission 14 through ahydraulic control system 100, anengine control module 38 which controls the operation of theengine 12, an electronicbrake control module 40 that controls brake systems in themotor vehicle 5, and abody control module 42 that controls traction control in themotor vehicle 5. In one example, the motor vehicle also includes a park inhibit solenoid assembly (PISA)module 44 that controls operation of a park inhibit solenoid assembly, as will be described below. Each of themodules bus network 44 to each of themodules motor vehicle 5 including theengine 12 andtransmission 14. It should be appreciated that to those skilled in the art, themodules motor vehicle 5 with specific drivers and hardware that perform specific, non-generalized operations. - The transmission control module 36 transmits control signals to the
hydraulic control system 100 to initiate various modes of operation. Thehydraulic control system 100 is disposed within avalve body 101 that contains and houses via fluid paths and valve bores most of the components of thehydraulic control system 100. These components include, but are not limited to, pressure regulation valves, directional valves, solenoids, etc. Thevalve body 101 may be attached to a bottom of thetransmission housing 18 in rear-wheel drive transmissions or attached to a front of thetransmission housing 18 in front-wheel drive transmissions. Thehydraulic control system 100 is operable to selectively engage the clutches/brakes 34 and to provide cooling and lubrication to thetransmission 14 by selectively communicating a hydraulic fluid from asump 102 under pressure from either an engine drivenpump 104 or an accumulator (not shown). Thepump 104 may be driven by theengine 12 or by an auxiliary engine or electric motor. - Turning to
FIG. 2 , a portion of thehydraulic control system 100 is illustrated. Thehydraulic control system 100 generally includes a plurality of interconnected or hydraulically communicating subsystems including apressure regulator subsystem 106, anactuator feed subsystem 108, and an electronic transmission range selection (ETRS)control subsystem 110. Thehydraulic control system 100 may also include various other subsystems or modules, such as a clutch control subsystem, a lubrication subsystem, a torque converter clutch subsystem, and/or a cooling subsystem, without departing from the scope of the present invention. - The
pressure regulator subsystem 106 is operable to provide and regulate pressurized hydraulic fluid, such as transmission oil, throughout thehydraulic control system 100. Thepressure regulator subsystem 106 draws hydraulic fluid from thesump 102. Thesump 102 is a tank or reservoir preferably disposed at the bottom of thetransmission housing 18 to which the hydraulic fluid returns and collects from various components and regions of the transmission. The hydraulic fluid is forced from thesump 102 and communicated throughout thehydraulic control system 100 via thepump 104. Thepump 104 may be, for example, a gear pump, a vane pump, a gerotor pump, or any other positive displacement pump. Thepressure regulator subsystem 106 may also include an alternate source of hydraulic fluid that includes an auxiliary pump (not shown) preferably driven by an electric engine, battery, or other prime mover (not shown), or an accumulator. The hydraulic fluid from thepump 104 is controlled by apressure regulator valve 112. Thepressure regulator valve 112 regulates the pressure of the hydraulic fluid from thepump 104 and feeds pressurized hydraulic fluid at line pressure to amain supply line 114. Themain supply line 114 may include other branches and feed other subsystems, including theactuator feed subsystem 108, without departing from the scope of the present invention. Thepressure regulator subsystem 106 may also include various other valves and solenoids without departing from the scope of the present invention. - The
actuator feed subsystem 106 provides pressurized hydraulic fluid to the various solenoids or actuators throughout thehydraulic control system 100. Theactuator feed subsystem 106 includes avalve 115 for regulating pressurized hydraulic fluid from thepressure regulator subsystem 106. - The
ETRS control subsystem 110 converts electronic input for a requested range selection (Drive, Reverse, Park) into hydraulic and mechanical commands. The hydraulic commands use line pressure hydraulic fluid from thepressure regulator subsystem 106 viamain supply line 114 to supply hydraulic fluid to apark servo mechanism 116. The mechanical commands include engaging and disengaging apark mechanism 117. Thepark mechanism 117 may be a conventional park mechanism that limits rotation of thetransmission output shaft 22 or any other type of vehicle motion arresting system. TheETRS control subsystem 110 includes anenablement valve assembly 118, acontrol valve assembly 120, afirst control device 122, asecond control device 124, and a park inhibitsolenoid assembly 126. - The
enablement valve assembly 118 includes ports 118A-D, numbered consecutively from left to right inFIG. 2 . Port 118A is connected to (in communication with) thefirst control device 122 via afluid line 130. Port 118B is an exhaust port that communicates with thesump 102 or an exhaust backfill circuit (not shown). Port 118C is connected to thecontrol valve assembly 120 via a controlvalve feed line 132. Port 118D is connected to themain supply line 114. - The
enablement valve assembly 118 further includes aspool 140 slidably disposed within abore 142 formed in thevalve body 101. Thespool 140 is moveable between a disable position (shown inFIG. 2 ) and an enable position (where thespool 140 is moved to the right inFIG. 2 ). A biasingmember 144, such as a coiled spring, biases thespool 140 to the disable position. In the disable position, shown inFIG. 2 , fluid port 118C exhausts through exhaust port 118B and fluid port 118D is closed by thespool 140. In the enable position, fluid port 118D communicates with fluid port 118C and fluid port 118B is closed by thespool 140. - The
control valve assembly 120 includes ports 120A-F, numbered consecutively from left to right inFIG. 2 . Port 120A is connected to (in communication with) thesecond control device 124 via afluid line 146. Port 120B is connected to theenablement valve assembly 118 via afirst branch 132A of the controlvalve feed line 132. Port 120C is connected to thepark servo 116 via apark feed line 148. Port 120D is an exhaust port that communicates with thesump 102 or an exhaust backfill circuit (not shown). Port 120E is connected to thepark servo 116 via an out-of-park feed line 150. Port 120F is connected to theenablement valve assembly 118 via the controlvalve feed line 132. - The
control valve assembly 120 further includes amain spool 152 slidably disposed within abore 154 formed in thevalve body 101. Themain spool 152 is moveable between a park position (shown inFIG. 2 ) and an out-of-park position (where themain spool 152 is moved to the right inFIG. 2 ). A biasingmember 156, such as a coiled spring, biases themain spool 152 to the park position. In the park position, shown inFIG. 2 , fluid port 120E exhausts through exhaust port 120D, fluid port 120F is closed by themain spool 152, and fluid port 120B communicates with fluid port 120C. In the out-of-park position, fluid port 120E communicates with fluid port 120F, fluid port 120B is closed by themain spool 152, and fluid port 120C exhausts through exhaust port 120D. A spoolvalve position sensor 159 is disposed proximate themain spool 152 and is operable to detect the position of themain spool 152. In the example provided, the spoolvalve position sensor 159 is illustrated as a hall-effect sensor having a sensor connected to thevalve body 101 and a magnet connected to themain spool 152, though it should be appreciated that other types of sensors may be used without departing from the scope of the present invention. The spoolvalve position sensor 159 communicates with the transmission control module 36 and is used in diagnostics. - The
park servo assembly 116 includesports piston 160.Port 116A communicates with the out-of-park fluid line 150.Port 116B communicates with thepark fluid line 148. Thepiston 160 is mechanically coupled to thepark system 117. Thepiston 160 is moveable between a park position (where thepiston 160 is moved to the right inFIG. 2 ) and an out-of-park position (shown inFIG. 2 ). A biasingmember 162, such as a spring, biases thepiston 160 to the park position. In the park position, thepiston 160 engages thepark assembly 117 placing themotor vehicle 5 in a park mode of operation where thetransmission output shaft 22 is mechanically locked from rotation. Hydraulic fluid supplied tofluid port 116A moves thepiston 160 against the force of the biasingmember 162 to move thepiston 160 to the out-of-park position. Hydraulic fluid is supplied to thefluid port 116B to move thepiston 160 to the park position. A parkservo position sensor 163 is disposed proximate astem 165 attached to thepiston 160 and is operable to detect the position of themain spool 152. In the example provided, the parkservo position sensor 163 is illustrated as a hall effect sensor having a sensor connected to thevalve body 101 or other housing member and a magnet connected to thestem 165, though it should be appreciated that other types of sensors may be used without departing from the scope of the present invention. The parkservo position sensor 163 communicates with the transmission control module 36 and is used in diagnostics. - The
first control device 122 is supplied pressurized hydraulic fluid from thefeed actuator subsystem 106 via anactuator feed line 164. Thefirst control device 122 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low solenoid that selectively allows hydraulic fluid flow from theactuator feed line 164 to thefluid line 130. Thefirst control device 122 is in electrical communication with the transmission control module 36. - The
second control device 124 is supplied pressurized hydraulic fluid from thefeed actuator subsystem 106 via theactuator feed line 164. Thesecond control device 124 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low (i.e., no current means low or zero pressure from the solenoid) solenoid that selectively allows hydraulic fluid flow from theactuator feed line 164 to thefluid line 146. Thesecond control device 124 is in electrical communication with the transmission control module 36. - The park inhibit
solenoid 126 is connected to thepark servo assembly 116. When activated, the park inhibitsolenoid 126 mechanically engages thepiston 160 to keep thepiston 160 in the out-of-park position. In one example of the present invention, the park inhibitsolenoid 126 is in electrical communication with the transmission control module 36. - The transmission control module 36 commands the
ETRS subsystem 110 to enter the out-of-park mode of operation from the park mode of operation upon receipt of an electrical signal from a range selector (not shown) in themotor vehicle 5. To transition to the out-of-park mode of operation, the transmission control module 36 commands thefirst control device 122 and thesecond control device 124 to open. Hydraulic fluid communicates from thefirst control device 122 throughfluid line 130 and port 118A to contact an end of thespool 140. Thespool 140 moves to the enable position against the force of the biasingmember 144. Hydraulic fluid also communicates from thesecond control device 124 throughfluid line 146 and port 120A to contact an end of themain spool 152. Themain spool 152 moves to the out-of-park position against the force of the biasingmember 156. Hydraulic fluid then communicates from themain supply line 114 through ports 118D and 118C of theenablement valve assembly 118, through the controlvalve feed line 132, through ports 120F and 120E of thecontrol valve assembly 120, and through the out-of-park feed line 150 into thepark servo assembly 116 viaport 116A. The hydraulic fluid contacts thepiston 160 and moves thepiston 160 against the force of the biasingmember 162 to the out-of-park position. The park inhibitsolenoid 126 is preferably then engaged to keep thepiston 160 in the out-of-park position. Closing thesecond control device 124 moves themain spool 152 to the park position, and hydraulic fluid communicates frombranch 132A of the controlvalve feed line 132 through ports 120B and 120C to thepark feed line 148 and into thepark servo assembly 116 viaport 116B. The hydraulic fluid contacts thepiston 160 and moves thepiston 160 with the force of the biasingmember 162 to the out-of-park position when the park inhibitsolenoid 126 is disengaged from thepiston 160. - Turning to
FIG. 3 , another example of a hydraulic control system is illustrated having anETRS subsystem 210. TheETRS subsystem 210 has similar components as theETRS subsystem 110 shown inFIG. 2 and therefore like components are indicated by like reference numbers. However, in theETRS subsystem 210, thefirst branch 132A of the controlvalve feed line 132 is removed and port 120B of thecontrol valve assembly 120 is an exhaust port. Therefore, thepark servo assembly 116 does not receive a park oil or hydraulic fluid feed from thecontrol valve assembly 120. Instead thepiston 160 moves to the park position under the force of the biasingmember 162 only. In addition, the park inhibitsolenoid 126 is electrically controlled by a controller other than the transmission control module 36. The park inhibitsolenoid 126 may be electrically controlled by theengine control module 38, the electronicbrake control module 40, thebody control module 42, or the dedicated park inhibitsolenoid module 44. - In another example, the park inhibit
solenoid 126 is electrically controlled by the transmission control module 36 and the first andsecond control devices control devices ETRS subsystem 210 remains in the out-of-park mode. To return to park, thepump 104 may be shut off, thus allowing the biasingmember 162 to move thepiston 160 to engage park. - Turning to
FIG. 4 , another example of a hydraulic control system is illustrated having anETRS subsystem 310. TheETRS subsystem 310 has similar components as theETRS subsystem 110 shown inFIG. 2 and therefore like components are indicated by like reference numbers. However, theETRS subsystem 310 includes athird control device 312 connected to thefluid line 146 through aball check valve 314. - The
third control device 312 is supplied pressurized hydraulic fluid from thefeed actuator subsystem 106 via theactuator feed line 164. Thethird control device 312 is preferably an on/off solenoid, but may be a variable pressure solenoid, and is preferably a normally low solenoid that selectively allows hydraulic fluid flow from theactuator feed line 164 to afluid line 316. Thethird control device 312 is in electrical communication with the transmission control module 36. - The
ball check valve 314 is disposed between the second andthird control devices control valve assembly 120. Theball check valve 314 includes a first inlet 314A, and second inlet 314B, and an outlet 314C. Theball check valve 314 allows fluid communication from whichever of the inlets 314A, 314B is providing the higher pressure to the outlet 314C. The first inlet 314A is connected to thethird control device 312 via thefluid line 316. The second inlet 314B is connected to thesecond control device 124 via afluid line 318. The outlet 314C is connected to thecontrol valve assembly 116 via thefluid line 146. Thethird control device 312 acts as a backup to thesecond control device 124 to move thecontrol valve assembly 120 if thesecond control device 124 fails. - In another example, the first and
second control devices control devices ETRS subsystem 310 remains in the out-of-park mode. To return to park, thepump 104 may be shut off, thus allowing the biasingmember 162 to move thepiston 160 to engage park. - With reference to
FIG. 5 , another example of a hydraulic control system is illustrated having anETRS subsystem 410. TheETRS subsystem 410 has similar components as theETRS subsystem 110 shown inFIG. 2 and therefore like components are indicated by like reference numbers. However, theETRS subsystem 410 includes a firstball check valve 414 connected with a secondball check valve 416. The secondball check valve 416 communicates with aclutch control subsystem 418 in thehydraulic control system 100. Theclutch control subsystem 418 includes a plurality of actuators and control devices for selectively engaging the plurality of clutches/brakes 34. - For example, the
clutch control subsystem 418 includes, at least, afirst actuator 420 for actuating a first clutch or brake and asecond actuator 422 for actuating a second clutch or brake. Afirst actuator solenoid 424 selectively communicates pressurized hydraulic fluid to thefirst actuator 420 through afluid line 426. Asecond actuator solenoid 428 selectively communicates pressurized hydraulic fluid to thesecond actuator 422 through afluid line 430. - The first
ball check valve 414 is disposed between theclutch control subsystem 418 and the secondball check valve 416 and thecontrol valve assembly 120. Theball check valve 414 includes a first inlet 414A, and second inlet 414B, and an outlet 414C. Theball check valve 414 allows fluid communication from whichever of the inlets 414A, 414B is providing the higher pressure to the outlet 414C. The first inlet 414A is connected to the secondball check valve 416 via afluid line 432. The second inlet 414B is connected to thesecond control device 124 via afluid line 434. The outlet 414C is connected to thecontrol valve assembly 116 via thefluid line 146. - The second
ball check valve 416 is disposed between theclutch control subsystem 418 and the secondball check valve 416 and thecontrol valve assembly 120. Theball check valve 416 includes a first inlet 416A, and second inlet 416B, and an outlet 416C. Theball check valve 416 allows fluid communication from whichever of the inlets 416A, 416B is providing the higher pressure to the outlet 416C. The first inlet 416A is connected to thefirst actuator solenoid 424 via thefluid line 426. The second inlet 416B is connected to thesecond actuator solenoid 428 via thefluid line 430. The outlet 416C is connected to the firstball check valve 414 via thefluid line 432. - The
clutch actuator subsystem 418 acts as a backup to thesecond control device 124 to move thecontrol valve assembly 120 if thesecond control device 124 fails. In addition, the park inhibitsolenoid 126 is electrically controlled by a controller other than the transmission control module 36. The park inhibitsolenoid 126 may be electrically controlled by theengine control module 38, the electronicbrake control module 40, thebody control module 42, or a dedicated park inhibitsolenoid module 44. - In addition, the park inhibit
solenoid 126 is electrically controlled by a controller other than the transmission control module 36. The park inhibitsolenoid 126 may be electrically controlled by theengine control module 38, the electronicbrake control module 40, thebody control module 42, or the dedicated park inhibitsolenoid module 44. In a preferred embodiment, the park inhibitsolenoid module 44 is powered by a separate, dedicated power source, such as a battery 440. The park inhibitsolenoid module 44 communicates with a vehicle speed sensor 442 (seeFIG. 1 ). Thevehicle speed sensor 442 may sense a speed of thetransmission output shaft 22, or wheel axles, or any other component indicative of a speed of themotor vehicle 5. The park inhibitsolenoid module 44 commands thesolenoid assembly 126 to keep thepiston 160 in the out-of-park mode when the sensed vehicle speed is not zero. - The description of the invention is merely exemplary in nature and variations that do not depart from the general essence of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.
Claims (20)
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US14/570,329 US9688257B2 (en) | 2014-12-15 | 2014-12-15 | Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission |
DE102015121028.2A DE102015121028B4 (en) | 2014-12-15 | 2015-12-03 | Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission |
CN201510928833.9A CN105697754B (en) | 2014-12-15 | 2015-12-15 | Electronic transmission range in hydraulic control system of automatic speed changer selects subsystem |
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US14/570,329 US9688257B2 (en) | 2014-12-15 | 2014-12-15 | Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission |
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US20160167635A1 true US20160167635A1 (en) | 2016-06-16 |
US9688257B2 US9688257B2 (en) | 2017-06-27 |
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US14/570,329 Active 2035-04-02 US9688257B2 (en) | 2014-12-15 | 2014-12-15 | Electronic transmission range selection subsystem in a hydraulic control system for an automatic transmission |
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US10012311B2 (en) | 2015-05-05 | 2018-07-03 | GM Global Technology Operations LLC | Hydraulic control system for an automatic transmission having a neutral locked turbine mode |
US10161508B2 (en) | 2015-05-05 | 2018-12-25 | GM Global Technology Operations LLC | Hydraulic control system for an automatic transmission having default gears applied through a clutch hydraulic exhaust circuit |
US10167948B2 (en) | 2016-03-17 | 2019-01-01 | GM Global Technology Operations LLC | Hydraulic control system for an automatic transmission |
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US10168249B2 (en) * | 2016-05-17 | 2019-01-01 | GM Global Technology Operations LLC | Magnetic transmission park position sensor |
US11181193B2 (en) | 2019-11-27 | 2021-11-23 | Allison Transmission, Inc. | Power off hydraulic default strategy |
Also Published As
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US9688257B2 (en) | 2017-06-27 |
DE102015121028B4 (en) | 2022-03-24 |
DE102015121028A1 (en) | 2016-06-16 |
CN105697754A (en) | 2016-06-22 |
CN105697754B (en) | 2018-11-13 |
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